Tightly Coupled GPS and Dead-Reckoning Vehicle Navigation

ABSTRACT

A tightly coupled GPS and dead-reckoning system collects wheel speed transducer data over a vehicle&#39;s network to compute vehicle range and direction. The dead-reckoning bridges over gaps in navigation solutions that would otherwise occur when GPS signal transmission is lost in tunnels, parking garages, and other common situations. Continual calibration of the wheel radii and compensation for speed effects are calculated from GPS position fixes, and such improves the performance and accuracy of dead-reckoning during long outages of GPS signal reception. When the GPS signals are restored, the dead-reckoning solutions provide a high quality starting place for the GPS receiver to search around.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to vehicle navigation systems, and moreparticularly to road map correction feedback for tightly coupledcombinations of global position system (GPS) receivers anddead-reckoning in vehicles.

2. Description of Related Art

GPS navigation systems with street map displays are now widely availablein most new vehicles throughout the world. New map updates are purchasedand installed with DVD disks, and seem to come out every year on anannual basis. The typical GPS navigation receiver used in these vehiclesis accurate to tens of meters in good environments but can degrade toeven a hundred meters in dense urban environments. These vehiclenavigation systems assume the vehicle is traveling on the mapped roads,and therefore use the map information to snap the vehicle position iconto the exact path of the nearest road. But if GPS reception is lost, ascommonly occurs in tunnels and parking garages, the user position on themap display screen will simply not update.

Factory-installed navigation systems are generally expected to providehigher reliability and accuracy compared to after-market portablenavigation devices. Drivers will not accept long start-up times ornavigation failures that result simply from driving into tunnels orparking garages. Conventional factory-installed navigation systems havetherefore been connected to the speedometers, odometers, inertialsensors like gyros and accelerometers and vehicle data buses to accessspeed, forward/reverse, and distance traveled information. However, theinertial sensors impose a higher cost.

Getting any heading information in conventional systems has requiredthat expensive and delicate, directly coupled automotive gyroscopes beinstalled. SiRF Technology (San Jose, Calif.) markets a solution theysay eliminates this relatively expensive sensor, and instead uses sensordata already available from other vehicle subsystems. According to SiRF,the sensor-data measurements must be accurate enough to extractmeaningful information for dead-reckoning, the sensor measurements mustbe provided with sufficient frequency, and any delays in sensor-datadelivery to the dead-reckoning system must be short, e.g., under tenmilliseconds latency.

Most new automobiles in North America and Europe are equipped withvehicle speed sensors, and anti-lock braking systems (ABS) as standardequipment. Compasses are more frequently found in the USA than inEurope, but stability control is more popular in Europe than in the USA.Such dead-reckoning software has to take into account the differentavailability of particular sensors. The earlier SiRFdrive 1.0 wasconfigured for vehicle platforms with a directly coupled gyroscopes, andthe later SiRFdrive 2.0 used distributed ABS-module sensor data instead.SiRFdrive 2.0 computes individual wheel speeds to determine vehicle 110speed as well as its rotational velocity, so the expensive gyroscopecould therefore be eliminated. The SiRFdrive 2.0 dead-reckoning systemis described in press releases as collecting the wheel turning ticks, orspeed pulses, from each wheel. It further determines the calibrationvalues that it will need for precise dead-reckoning. The better theresolution of the wheel-tick data, e.g., the larger number of wheelpulses per revolution, the better will be the overall dead-reckoningperformance.

Since wheel turning tick data are read directly from a vehicle bus,there was seen no need to connect to the wheel sensors themselves.However, using raw ABS data is not so easy. Dead-reckoning requires thehighest resolution at low speeds, since the largest heading changesusually occur at lows speeds while rounding turns at road intersections.The main function of an ABS module is to control lockups of theindividual wheels that occur when hard braking system is applied at highspeed. So, some ABS modules do not send measurements at the fullresolution they are capable of, and the wheel sensor ABS modules mayoutput inaccurate or no data at all at the lowest speeds. In theseinstances, the ABS software can usually be upgraded to provide thenecessary resolution and low-speed data outputs needed by dead-reckoningapplications. Advertizing literature says the SiRFdrive 2.0 has advancedalgorithms to minimize the adverse effect such data loss has on accuracyat low vehicle speeds.

Unfortunately, such wheel-tick driven dead-reckoning systems have notlived up to their promise. What is still needed is a practical systemthat combines GPS and dead-reckoning and that includes self-calibrationand correction algorithms that really work.

SUMMARY OF THE INVENTION

Briefly, a tightly coupled GPS and dead-reckoning system embodiment ofthe present invention that collects wheel speed transducer data over avehicle's network to compute vehicle range and direction. Thedead-reckoning bridges over gaps in navigation solutions that wouldotherwise occur when GPS signal transmission is lost in tunnels, parkinggarages, and other common situations. Continual calibration of the wheelradii and compensation for speed effects are calculated from GPSposition fixes, and such improves the performance and accuracy ofdead-reckoning during long outages of GPS signal reception. When the GPSsignals are restored, the dead-reckoning solutions provide a highquality starting place for the GPS receiver to search around.

The above and still further objects, features, and advantages of thepresent invention will become apparent upon consideration of thefollowing detailed description of specific embodiments thereof,especially when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a function block diagram of a tightly coupled GPS anddead-reckoning system embodiment of the present invention for afour-wheel vehicle with a vehicle bus network;

FIGS. 2A and 2B are functional block diagrams of two possibleimplementations of a combination GPS receiver and DR computer of FIG. 1;

FIG. 3 is a functional block diagram of a combined GPS and DR systemembodiment of the present invention that can be implemented with varioushardware and software, as in FIGS. 2A and 2B, for the system applicationshown in FIG. 1;

FIG. 4 is a phase diagram showing the startup, running, and endingphases of operation of the tightly coupled GPS and dead-reckoning systemlike those of FIGS. 1, 2A, and 2B;

FIG. 5 is a flowchart diagram showing the transitions between variouscalibration states for tightly coupled GPS and dead-reckoning systemlike those of FIGS. 1, 2A, and 2B;

FIG. 6 is a flowchart diagram of a fix mode state machine that controlsthe interrelationships amongst a dead-reckoning-only mode, a mixed-mode,and a GPS-only mode; and

FIG. 7 is a functional block diagram of a tightly coupled GPS anddead-reckoning system for a vehicle like that of FIG. 1;

FIG. 8 is a graph diagram showing the speed effect in wheel radii; and

FIG. 9 is a time line diagram representing the difference in time tagsfor two consecutive GPS heading observations.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 represents a GPS and dead-reckoning (DR) combination embodimentof the present invention, referred to herein by the general referencenumeral 100. The GPS and dead-reckoning combination 100 providesnavigation information on a display 102 to a user. A road map disk andplayer 103 display the current user position in relation to the localroads. A GPS receiver 104 tunes in and tracks microwave satellitetransmissions through an antenna 106, and is tightly coupled withcalibrated “delta-heading” and “delta-range” information calculated by adead-reckoning (DR) computer 108. The “delta” term signifies how theheading, or direction, of a vehicle 110 has changed over time, and howthe range, or distance has changed over the same period.

GPS receiver 104 provides data useful in calibrating the estimatespropagated by DR computer 108. GPS receiver 104 provides absoluteposition and heading fixes, on which the DR computer 108 can add itscalibrated delta-heading and delta-range computations to arrive at adead-reckoning solution. The road map disk and player 103 provides roadsegment information for user display 102.

The DR computer 108 will provide highly accurate dead-reckoningsolutions that will not drift significantly when the GPS receiver hasnot provided a fix for quite some time and has lost all satellitetracking. The dead-reckoning solutions are further very useful inquickly reinitiating the GPS receiver 104 when signal reception isrestored as the position uncertainty growth great is greatly reducedwhen DR is available when compared. This is because the DR can measurevehicle movement whereas the stand alone GPS receiver would have toassume a worst case movement for driving its position uncertainty whichaffects the amount of search of code and frequency searching FIGS. 2Aand 2B suggest two ways GPS receiver 104 and DR computer 108 can beimplemented. In FIG. 2A, orbiting navigation satellites transmitmicrowave signals that are received by an antenna 202 and demodulated bya navigation measurement platform (MP) 204, e.g., an eRide (SanFrancisco, Calif.) OPUS-III nanoRide GPS module with a serial output. MP204 is a type where the navigation software is executed on a hostprocessor, and includes a 32-channel radio frequency (RF) receiver 206,baseband 208, and SAW-filtering stages. The MP 204 is capable of twochannel real-time differential GPS with satellite based augmentationsystem (SBAS). A serial interface 210 can be USB, RS-232, or similarline-based interface. A host processor 212 runs a user application 214and has spare capacity to host a client software 216 comprising GPS, DR,and applications programming interface (API) libraries. A functional API218 allows communication of the navigation solutions for display to theuser, and a CANbus interface 222 accepts wheel-tick information from aCANbus 224.

In FIG. 2B, GPS receiver 104 and DR computer 108 are implemented with aposition, velocity, time (PVT) module 250. For example, an eRide (SanFrancisco, Calif.) ePV3600 can be used, which is a complete GPS/AGPS PVTreceiver that includes an eRide OPUS III baseband processor with 44,000effective correlators and combined with an ARM7TDMI-S®-based CPU withon-chip ROM and SRAM. Such can acquire and track signals down to −161dBm and so can even operate indoors. The ePV3600 takes in a singlelow-IF input from an ePR3036 GPS-RF front-end chip, equivalent to RFstage 206 and baseband stage 208. An embedded microcontroller (CPU) 252operates from external parallel flash memory, or from an on-chip ROMmemory, or parallel flash memory. The device GPS firmware in library 216handles acquisition, tracking, and position, velocity and timing dataoutput. A UART 254 and a serial bidirectional interface 256 supports“NMEA” and serial interface protocols for interfacing to otherapplications. CANbus wheel-ticks 258 are received by another UART 260.

NMEA sentences include a first word called a data type, and it defineshow the rest of the sentence is to be interpreted. The GGA sentence,Table-I, is an example for essential fix data. Other sentences mayrepeat some of the same information but will also supply new data. Anydevice that can read the data can screen for data sentences that it isinterested in. There are no commands to control the GPS, it just sendsall of the data it has even though much of it will be ignored. Listenerswill compute their own checksums and ignore any data with incorrectchecksums. The NMEA standard defines sentences for all kinds of devicesused in marine applications. The sentences related to GPS receivers allstart with “GP”.

The so-called NMEA 0183 Standard uses a simple ASCII, serialcommunications protocol to define how data is transmitted in “sentences”from one “talker” to multiple “listeners”. With intermediate expanders,talkers can transmit to a nearly unlimited number of listeners, andusing multiplexers, multiple sensors can talk to a single computer port.Third-party switches are available that can establish a primary andsecondary talker, with automatic failover if the primary fails. Thestandard defines the contents of each sentence (message) type in thehost CPU applications Layer so that all listeners can parse messagesaccurately.

TABLE I AAM - Waypoint Arrival Alarm ALM - Almanac data APA - Auto PilotA sentence APB - Auto Pilot B sentence BOD - Bearing Origin toDestination BWC - Bearing using Great Circle route DTM - Datum beingused. GGA - Fix information GLL - Lat/Lon data GRS - GPS Range ResidualsGSA - Overall Satellite data GST - GPS Pseudorange Noise StatisticsGSV - Detailed Satellite data MSK - send control for a beacon receiverMSS - Beacon receiver status information. RMA - recommended Loran dataRMB - recommended navigation data for GPS RMC - recommended minimum datafor GPS RTE - route message TRF - Transit Fix Data STN - Multiple DataID VBW - dual Ground/Water Speed VTG - Vector track an Speed over theGround WCV - Waypoint closure velocity (Velocity Made Good) WPL -Waypoint Location information XTC - cross track error XTE - measuredcross track error ZTG - Zulu (UTC) time and time to go (to destination)ZDA - Date and Time

In FIG. 1, vehicle 110 has two front, steerable wheels 112 and 114, andtwo rear, non-steering wheels 116 and 118. Note that for a given turn,the turning radius of the inside wheel has to be much smaller than theturning radius of the outside wheel. For that reason, it is notpractical to derive heading and range information from the frontsteering wheels because the computations are complex and are dependenton the steering angle.

Each wheel in FIG. 1 is fitted with an antilock braking system (ABS)transducer 120, 122, 124, and 126. These transducers are sometimescalled wheel speed sensors (WSS) and produce electronic pulses or“ticks” as the corresponding wheels are turned. Some such transducersuse variable reluctance, magneto-resistance, and even optical detectorsto measure the wheel rotations. The variable reluctance WSS often use anotched “tone-wheel” attached to the wheel rotor to generate a digitalelectrical output that can resemble a variable audio tone. If a wheellocks up, the digital pulses stop and an ABS controller 128 act tointerrupt the hydraulic pressure to that wheel's brake calipers in a tryto regain four-wheel tire traction with the road.

The ABS sensor information, and a great deal of other vehicle data indigital packet format are communicated by an industry-standard CANbus130. Dead-reckoning computer 108 receives wheel turning tick informationover CANbus 130 from nodes 132, 134, 136, and 138.

The controller-area network (CAN) is a vehicle bus standard that allowsmicrocontrollers and devices to communicate with each other in a vehiclewithout a host computer or thousands of individual wires. The CANSpecification was published in 1991 by Robert Bosch GmbH (Stuttgart,Germany), see, www.can.bosch.com/docu/can2spec.pdf.

Data traffic is multiplexed onto a single two-wire bus, CANbus 130, andcan include engine management, body control, transmission control,active suspension, passive restraint, climate control, and securityinformation exchanges. CAN is now standard in OBD-II vehiclediagnostics, and has been mandatory in all vehicles and light trucksmanufactured in the United States since 1996. The European on-boarddiagnostics (EOBD) Standard is similar, and is mandatory for all petrolvehicles sold in the European Union since 2001 and all diesel vehiclessince 2004. Transmitters in a CAN network broadcast their messages toall the other nodes in the network. Each message has a unique typeidentifier so the nodes can discriminate if the message is relevant tothem. These identifiers also include a message priority field so the CANnetwork can arbitrate priorities amongst colliding messages. A typicalCAN implementation uses a two-wire bus and has a maximum data rate ofone megabits per second. The CANbus data format has extensive errorchecking capabilities that are built into each data packet. The protocolautomatically handles collisions of messages on the bus, so that higherpriority messages are allowed to transfer before lower prioritymessages. Multiple controllers may be placed on the same bus, therebyreducing the amount of wiring and the number of connectors in vehicle110. This also means that additional modules, like dead-reckoningcomputer 108, are rather easily added to an otherwise conventionalvehicle network.

Whenever the CANbus 130 is idle, any unit may start to transmit amessage. If two or more units start transmitting messages at the sametime, the bus access conflict is resolved by bitwise arbitration usingthe IDENTIFIER. The arbitration mechanism guarantees that neitherinformation nor time is lost. If a DATA FRAME and a REMOTE FRAME withthe same IDENTIFIER are initiated at the same time, the DATA FRAMEprevails over the REMOTE FRAME. During arbitration, every transmittercompares the level of the bit transmitted with the level that ismonitored on the bus. If these levels are equal the unit may continue tosend. When a “recessive” level is sent and a “dominant” level ismonitored, the unit has lost the arbitration and must withdraw withoutsending anything more. The CANbus 130 comprises a single channel tocarry bits from which the data resynchronization information arederived. The channel implementations are not dictated in theSpecification, thus allowing single wire plus ground, two differentialwires, optical fibers, etc.

Information from the non-steering left and right wheels wheel-ticksensors 124 and 126 is used to derive the basic delta-range anddelta-heading of vehicle 110. Each rotation of the wheel will produce afixed number of transducer pulses that are monitored by the anti-lockbraking system (ABS) 128.

The arithmetic average of the number of left and right non-steeringwheel turning ticks collected in a given period by the dead-reckoningcomputer 128 can produce an accurate delta-range measurement if thewheel circumferences or diameters are known with some precision.Distance information obtained from GPS receiver 104 over that sameperiod are used for ongoing and continuous self-calibration.

The difference between the number of left and right non-steering wheelturning ticks is proportional to a delta-heading measurement, again ifthe wheel circumferences or diameters are known with precision. Anyerrors or changes in the circumferences or diameters of wheels 116 and118 will, of course, produce corresponding errors in the delta-headingand delta-range estimates. The wheels and especially their tires canchange in diameter significantly with speed, tire pressure, temperature,wear, loading, certain malfunctions, and after maintenance serviceoperations.

Substantial stepped errors in the delta-heading and delta-rangeestimates can occur when vehicle 110 is moved while the dead-reckoningcomputer 108 or CANbus 130 is shut off, such as when vehicle 110 isrolled without running the engine. Such kinds of errors can be expectedwhen the whole vehicle 110 is transported on a trailer or ferry.

Conventional systems have not managed nor controlled the errors in thedelta-heading and delta-range estimates very well. Embodiments of thepresent invention are distinguished in these regards from the prior artby the following described technology.

Dead-reckoning computer 108 automatically integrates the delta-range anddelta-heading measurements it receives from a starting location andheading into dead-reckoning navigation estimates expressed in a locallevel (North, East) coordinate packet. The initial delta-range anddelta-heading conditions are obtained from position and velocity dataroutinely provided by GPS receiver 104.

FIG. 3 illustrates a combined GPS, and DR system 300 that can beimplemented as in FIGS. 2A and 2B, for the application shown in FIG. 1.System 300 includes a GPS receiver 302 that produces GPS fixes 304subject to outages and lapses when an antenna 306 cannot receivemicrowave signal transmissions from a number of orbiting GPS satellites308. A dead-reckoning propagation processor 310 receives wheel ticks 312from the wheels of a vehicle that are proportional in number to how manytimes the left and right side wheels each turn. A mode selector 314selects whether to output GPS only, DR only, or a mix of GPS and DRnavigation solutions in a composite 316. A road map disk and player 318provide a road graphic for a user position display 320. Conventionalpractice is to visually “snap” the user position displayed to thenearest spot on a road, even though the GPS position solution didn't putit there.

A DR calibration 328 includes initial and on-going calibrations relatedto estimates of the wheel radii, and differences in individual wheelradii that occur over turns, speeds, and straight driving. Thedead-reckoning propagation processor 310 uses these calibrations tocompute range and heading from wheel-ticks 312 propagated from andcalibrated by the occasional GPS fix 304.

After a long period of lapses in GPS fixes 304, GPS navigation receiver302 would ordinarily have to engage in a wide search to reacquire GPSsatellites 308. But here, DR range and heading propagation processor 310will continue during the majority of GPS outages to compute positionsolutions. So these estimated time-and-position solutions are includedin an instruction 330 for the GPS navigation receiver 302 to begin itsinitialization with a search around the present DR solution. Theadvantages of instruction 330 are that it can be used to generally speedup reacquisition, and also to make high sensitivity searches morepractical in a fast moving vehicle application.

GPS receiver 302 is therefore configured to search around parallel andindependent hypotheses using a large number of effective correlators(>44,000) it has available. Some of the effective correlators in GPSreceiver 302 search around the dead-reckoning solution in a very tightlycoupled way so that the reacquisition time is minimized if thedead-reckoning data was correct. It can simultaneously search around analternative hypothesis if the dead-reckoning data turns out to be oflesser reliability. In the latter case, GPS receiver 302 is employed tohelp recover quickly after long outages of dead-reckoning-only mode 314,or after a long power off-period to offset, e.g., a long unmanaged trackon a ferry boat.

For one-fix-per-second (1-Hz) dead-reckoning, 10-Hz wheel turning ticksobservations are synchronized to the same one-second fix interval as theGPS fixes produced by GPS receiver 104 or 302. Such synchronizationmaintains a constant period between fixes when switching amongstdead-reckoning-only, GPS-only, and mixed-mode operation in selector 314.A wheel turning tick based delta-range and delta-heading is measuredevery one second GPS epoch. The absolute heading is obtained byintegrating the delta-heading along with an initial heading reference,

dead-reckoning-heading=heading-offset+sum(delta-heading).

Any change in the east and north direction can then be determined with,

Delta-East=delta-range*sin(dead-reckoning heading);

Delta-North=delta-range*cos(dead-reckoning heading).

Finally,

East position=initial east position+Sum(Delta-East);

North position=initial north position+Sum(delta-North).

The dead-reckoning measurements and calibration parameters are,

delta-range=B _(L) *C _(L) +B _(R) *C _(R)

delta-heading=A _(L) *C _(L) −A _(R) *C _(R)

Heading=Heading-offset+sum delta-heading;

where,

-   C_(L), C_(R): Counts of ticks accumulated in the CANbus packet for    the left and right wheels respectively over a specified internal    such as 1000 milliseconds. The wheel turning ticks are generated by    differencing a current and its previous CANbus packet since the    CANbus packet content is an accumulated number;-   B_(L), B_(R): calibration parameters for delta-range/tick for left    and right wheels (units of mm/tick);-   A_(L), A_(R): calibration parameters for delta-heading/tick    difference for left and right wheels (units of    minutes/tick=degrees*60/tick); and-   Heading-offset: a calibration parameter that translates the sum    delta-heading to a known heading reference.

Thus, a valid calibration requires an estimate of B_(L), B_(R) (remappedas simply “B” and dB), A_(L), A_(R) (or simply “A” and dA), and theheading-offset. GPS receiver 104 or 302 is used as the reference sourcefor calibration data since it can provide accurate measurements ofdelta-range, delta-heading, and absolute heading, albeit only when itsreception of satellite transmissions is not being interrupted.

The calibration parameters are initialized from known relationships ofthe physical attributes of vehicle 110, e.g., the physical parameters.These physical parameters are defined here as the left and right wheelradii (R_(l), R_(r)), the track-width distance between the wheels (TW),and the number of counts or ticks generated per rotation (CPR).

In a turn of vehicle 110, the distance along the path of the turn is theproduct of the turning radius and changes in angle, e.g., the changeheading in radians. The turn radius is related to the road size and isunknown,

delta-range=turn radius*delta-Heading;

in meters and radians.

The wheel turning ticks generated are proportional to the distancetraveled times the number of ticks per meter,

Count=delta-range*CPR(ticks/rotation)/[2PI wheel radius];

in ticks and meters.

Thus,

(Count/CPR)*2PI*wheel radius=turn radius*delta-Heading.

In a turn to the left, for example, the turning radius of the rightwheel will be equal to the left wheel turning radius plus the trackwidth. Thus, differencing the left and right delta-range equationscauses the turning radius to cancel leaving,

C _(L)/CPR*2*PI*R ₁ −C _(R)/CPR*2*R _(r)=TW*delta-Heading.

Re-arranging, the change in heading in degrees (delta-heading) is,

delta-heading=R ₁/CPR/TW*360*C _(L) −R _(r)/CPR/TW*360*C _(R).

By inspection,

A _(L) =R ₁/CPR/TW*360 (degrees/tick);

A _(R) =R _(r)/CPR/TW*360 (degrees/tick).

The numerical precision can be improved by estimating the parameter inunits of minutes, e.g., degrees*60. So A_(L) and A_(R) compute as,

A _(L) =R _(l)/CPR/TW*360*60 (minutes/tick);

A _(R) =R _(r)/CPR/TW*360*60 (minutes/tick).

Where the difference in the left and right wheel turning ticksrepresents a heading change, and the average of the left and right wheelturning ticks represents a delta-range of the center of vehicle 110,

delta-range=R1/CPR*PI*C _(L) +R _(r)/CPR*PI*C _(R).

By inspection,

B _(L) =R _(l)/CPR*PI (meters/tick);

B _(R) =R _(r)/CPR*PI (meters/tick).

Estimating this coefficient in millimeters improves the numericalprecision. So B_(L) and B_(R) compute as,

B _(L) =R _(l)/CPR*PI*1000 (millimeters/tick);

B _(R) =R _(r)/CPR*PI*1000 (millimeters/tick).

Table-II show the physical parameters and their correspondingcalibration parameters for a typical vehicle 110 with 17″ wheel radius,84″ track-width, and 200 ticks per wheel revolution. The example case inTable-I represents a realistic situation in which one wheel (the left)is slightly larger than the other wheel (the right). The calibrationparameters are in the units.

TABLE II Physical Parameters R_(l)(m) R_(r)(m) TW(m) CPR(ticks) 0.44450.4441 2.1336 200 Calibration Parameters A_(L)(min/tick) A_(R)(min/tick)B_(L)(min/tick) B_(R)(min/tick) 22.5000 22.4798 6.9822 6.9759

After the calibration and physical parameters are obtained, anadditional parameter, referred to herein as the “heading-offset” isrequired to actually begin dead-reckoning. The heading-offset parametercan only determined in real-time when enough motion of GPS antenna 106causes data to be generated that can be used for calibrations.

The GPS-heading is computed every second from a GPS velocity vector as atan(East speed/North velocity), and is zero for due north and180-degrees for due south. A delta-heading from dead-reckoning ismeasured every second from the difference in wheel turning ticks scaledby parameters A_(L) and A_(R). A dead-reckoning-delta-heading-sum is thesum of all dead-reckoning delta-headings. The profile of this parametermatches the changes in true heading, but will diverge from the trueheading by an integration constant. Dead-reckoning-heading is the sum ofdead-reckoning-delta-heading-sum and a final parameter referred to asthe heading-offset.

The heading-offset is an arbitrary difference between the GPS headingand the dead-reckoning-delta-heading-sum. The heading-offset could beexpected to be a fixed value, but in practice it drifts around,depending upon the stability and accuracy/availability of the CANbusdata and the calibration accuracy. Any lost CANbus packets during afixing session, or between fix sessions, can cause an un-predictableerror in the heading-offset. The idiosyncrasies of individualmanufacturer's wheel-tick sensors can also affect the stability of theheading-offset.

Anytime the GPS speed is above zero, GPS receiver 104 or 302 willcontinue to update an estimate of the heading-offset. In this way, thesystem 100 can quickly recover from any unusual wheel-tick conditions.

Both the heading-offset and the sum of all dead-reckoning delta-headingsmust be retained in a non-volatile memory as a pair so dead-reckoningcan be available immediately after turn on. E.g., in a “garage mode”,the data pairs are fetched at the start of a GPS-dead-reckoning session.See FIG. 4. This implies the data pairs must be saved properly at theend of every session using a Persistent Stop Command.

A “Garage Start” is a starting mode where dead-reckoning is immediateafter starting GPS receiver 104 or 302, and a previous calibration hadbeen computed and is now retrieved, e.g. from non-volatile memory.Garage Start is useful when vehicle 110 starts up in a garage and theGPS reception is not good.

Garage Start requires that a special GPS off-command had to be executedin the previous shutdown. This off-command is referred to herein as the“Persistent Shutdown” command. When received, a bit is stored innon-volatile memory with various calibration parameters that indicates aGarage Start is to be executed on a next GPS-On event. It must bereasonable to assume that the GPS receiver 104 or 302 has not been movedbetween sessions. If such precondition is met, the new session can beregarded as being accurate from its beginning because the previousposition and heading provided a valid starting condition for the newsession.

The accuracy and correctness of the heading-offset and the sum of alldead-reckoning delta-headings data depends on the attending to all theCANbus data generated when vehicle 110 is moving. So GPS receiver 104 or302 should only be turned off after vehicle 110 is parked and will notmove. GPS receiver 104 or 302 should be allowed to get up and runningbefore vehicle 110 moves again so the GPS doesn't miss receiving andbuffering important CANbus data on CANbus 130.

The CANbus data must be time-stamped in real time so that short outagesor gaps are recognized and can be corrected. Data must not be collectedand pushed into GPS receiver 104 or 302 asynchronously without properlytime-stamping the data. A tight sharing of GPS system and CANbus timedomains is not required in embodiments of the present invention. Thetime-stamps on the CANbus data collected are interpolated and averagedto reduce time stamp noise, and also to reduce the effects of any timedrift between the GPS and CANbus clocks.

Some dead-reckoning embodiments can only accept 10-Hz wheel turningticks, so the time-stamp error should be less than fifty milliseconds.The recommended variation in the time-stamp should have astandard-deviation less than 10-msec.

The quick availability of the GPS heading is a critical factor in howquickly and accurately the system 100 can calibrate and re-cover fromCAN outages, wheel slip, or other unusual events. Having the headingavailable first is required for computing all the other calibrationparameters.

The basic worst case heading error model (in degrees) is computed as thearctan(speed Error/speed). Heading cannot be determined by GPS receiver104 or 302 if vehicle 110 is not moving, since the ratio will tend towrap around arbitrarily. However, it is possible to determine theheading at slow speeds, depending on the accuracy of the speed estimatesand depending on the magnitude of any speed error. The speed error ismodeled as the GPS carrier Doppler measurement noise times thehorizontal dilution of precision (HDOP).

The Doppler measurement noise is mainly dependent on the signalstrength, or signal-to-noise ratio (SNR). Any interference caused byreflected signals in the “urban canyon” will increase the truemeasurement error and result in speed and heading errors. GPS receiver104 or 302 constantly works to eliminate such error from itsmeasurements.

In a conservative heading error model for four different signalconditions:

a favorable model at 44 dB-Hz,

an unfavorable model at 34 dB-Hz,

a metalized cabin and window model at 28 dB-Hz, and

another out of spec model at 24 dB-Hz;

the estimated speed errors, assuming an HDOP=6, are 0.02, 0.2, 1.2 and 2km/hr, respectively.

A simple summary of which is,Heading error<1 degree at 44 dBhz at 2 km/hr;Heading error<1 degree at 34 dBhz at 12 km/hr;Heading error<3 degree at 28 dBhz at 23 km/hr;Heading error<3 degree at 24 dBhz at 40 km/hr.

An algorithm embodiment of the present invention uses these models andobserves the stability of the heading itself to determine which headingscan be included in the calibration parameters.

The heading-offset should be determined within five seconds, as long asthe speed is above 20 km/hr for the least unfavorable conditions. For ametalized cabin characterized by a 28 dB-Hz average SNR, the parameterswill still calibrate at the lower speed, but the accuracy will bedegraded. However, continuous filtering can be used to reduce theheading error.

A stop command called “Persistent Stop” is defined here, and mentionedin FIG. 6. It is used as a flag to stop GPS receiver 104 or 302 and topreserve heading calibrations from one fix session to the next, bridgingover power down periods. Persistent Stop is needed to guard againstchaotic shutdowns. In conventional implementations, a normal stopcommand is issued and vehicle 110 can move again before getting the nextstart command. As a consequence, the last position and heading were nolonger valid. So, here a heading offset is declared invalidated for ageneral stop command. The Persistent Shutdown should be invoked toindicate that vehicle 110 has stopped and will not move again untilafter a next “start” command is received.

Some conventional code libraries required that CANbus data could not besent to GPS receiver 104 or 302 prior to initializing the GPS core withthe previous run information. Any CANbus data received before readingcalibration from memory declared such CANbus data to be uncalibrated.CANbus data is ignored until the previous run data is read. Here, thereis no restriction on the timing of the CANbus data and the reception ofthe previous run file. That is, the data will processed as soon as thecalibration is received and the heading offset will be maintained if itwas previously available.

FIG. 4 represents the relationships between the CANbus data flow andtiming of a GPS receiver start and Persistent Stop. There are threephases of operation, 401-203. In phase 401, GPS receiver 104 or 302 isOFF, but CANbus data from CANbus 130 is present. The data can bepresented to GPS receiver 104 or 302 in the normal manner, even thoughit has not yet started. A step 410 receives a turn-on engine command,meaning navigation will be needed. A step 412 starts a host CPU (seeFIG. 7) and begins receiving CANbus data. A step 414 provides the GPSapplication running in the host CPU with pointers in the nonvolatile(NV) memory to the previous run information. A step 416 loads theinitial factory production parameters that are generic to the vehiclemodel and configuration. A step 418 starts the GPS application andhardware with a START command and reads in the non-volatile memory. Astep 420 represents reading and writing of the non-volatile memory.

Previous run data is not saved during dead-reckoning in phase 401 of theCAN flow chart. A sector erase will eventually be required when theavailable storage area is consumed. But such an erase makes it difficultfor the dead-reckoning system to keep up with incoming CANbus databecause the sector erase hogs the system instruction bus while the eraseis being performed. The previous run storage during a session ismeaningless since the only valid storage time would be when vehicle 110was stopped and will not move again until a next fix session. Otherwise,the accuracy of a next garage session would be impossible to maintain.

In phase 402, GPS receiver 104 or 302 has been started anddead-reckoning is available in a step 422. Phase 402 ends when a step424 receives a turn-off engine command.

In phase 403, GPS receiver 104 or 302 is stopped with a PersistentShutdown command in a step 426. A step 428 represents updating of thenon-volatile memory with DR propagation data. CANbus data may stillreach GPS receiver 104 or 302, but it will be ignored.

FIG. 5 represents an on-going calibration process 500 that continuallymixes various sources of calibration data with the real-time calibrationprovided by GPS receiver 104 or 302. This makes for tight-coupling ofthe GPS and the dead-reckoning. Each real-time calibration contributionincreases the confidence level of an overall calibration status that haslevels Status-1, Status-3, Status-4, and Status-7. For example,calibrating parameter-B adds 2, parameter-A adds 1, and a heading-offsetadds 4. The highest confidence level, Status-7, is the desired state andthe only one in which dead-reckoning results are available for the user.

There are no contests between factory parameters and partialcalibrations. Factory calibrations enter the previous run data when theprevious run data is empty or has been cleared. So, a calibrationStatus-7 will not be lost as live calibrations begin to overtake theinitial estimates that were based on initial production values. Partialcalibrations prior to a first complete calibration will also not be lostas production data mixes with the real-time data. This process continuesuntil all the production estimates have been over-written with real-timedata.

In a step 502 when there are no previous run or factory parameters, thedead-reckoning status parameter progresses from “0” the initial statewhere no parameters have been calibrated. In a step 504 the statusincreases to “2” where the delta-range “B” calibration parameters havebeen calibrated, and the left and right wheel radius and ratio have beendetermined. In a step 506, the dead-reckoning status parameter increasesto “3” when the delta-heading and delta-range “A” calibrationparameters, and the physical parameter track width (TW) have beencalibrated. The delta-range must be calibrated before calibratingdelta-heading.

In a step 508, the dead-reckoning status parameter increases to “7” whenthe heading offset, delta-heading and delta-range are calibrated.Dead-reckoning and mixed mode are then available in a step 510, sincethe wheel radii, ratio, and track width have been validated from GPSdata.

In a step 512, if a calibration is available from a previous session andis retrieved from non-volatile memory, then the dead-reckoning andcalibration continue from that starting point. In a step 514,dead-reckoning is immediately available in step 510 if Status-7 wasreached previously and the previous session was terminated with thePersistent Stop command. Mixed mode is available in a step 516 if thecalibration parameters were validated with GPS data in a step 518.

An alternative calibration method depends on a host applications programinterface (API), see FIG. 7, e.g., the Factory Parameters mode, orproduction mode. Most users prefer to have dead-reckoning available assoon as possible. In a step 520, such Factory Parameters mode providesclose, initial physical parameters for wheel radius, track width and CPRwhen the previous run data is empty or absent. These physical parametersare converted to the A and B calibration parameters and thereby producecalibration status-3. Only a brief observation of GPS heading abovethree meters per second is needed to raise the calibration to status-7,and then dead-reckoning is made available.

It is unrealistic to expect the highest dead-reckoning accuracy,Status-7, with the API Factory Parameters mode, because the wheel ratioand track width cannot be measured accurately enough at the factory forindividual vehicles 110. The ratio of the wheel radius and track widthmust be known to better than 1% error. Empirical measurements providedby the GPS receiver 104 or 302 are the practical answer to getting goodenough measurements. For this reason, mixed-mode operation has to bepostponed until a full set of calibration parameters have beendetermined precisely using GPS calibration data.

The typical sequence starting in production mode in step 520 begins withStatus-3, as an initial state. It assumes the left and right wheelradius and track width are calibrated. Production mode cannot specifydifferent radii for each wheel. So, mixed mode is not available untilthe calibrations are verified. Status-7 results when the heading offsetis calibrated. Dead-reckoning becomes available, and mixed mode too isavailable only after the calibration has been verified in step 518.Verification requires the same conditions as a cold start calibration.

There are a few minimum vehicle driving requirements needed to exerciseGPS receiver 104 or 302 enough to provide calibrating information forparameter-A, parameter-B, and the heading-offset. These are summarizedin Table-III. These are also reflected in a step 522 and 524 in FIG. 5.

TABLE III Minimum vehicle driving requirements for calibration ParameterMinimum requirements B three straight segments of at least fifty meters(50-m with CRP-50, 100-m for CPR = 100) A Five right angle turns withleast unfavorable conditions (at least four navigation satellites withpower greater than 54 dB-Hz) Heading Minimal speed is 6 m/s = 21.6 km/hrwith at least offset unfavorable conditions for at least five seconds.

Continuous calibration best spans the life of vehicle 110. Raw data ispre-filtered and verified before being processed in the main KalmanFilter estimators of each calibration parameter. Generally, goodcalibration can be maintained permanently as long as the previous rundata is maintained, e.g., in non-volatile memory. If the previous rundata was completely lost, the original production values can be used asthe starting point so that dead-reckoning can be made available as soonas possible.

There are certain conditions that will cause the calibration status tolower to below state-7. Firstly, there can be faults in the wheelturning tick (CANbus data), as summarized in Table-IV.

TABLE IV Types of CAN faults that lower calibration status CAN Faulttype Description CAN integrity Data does set “Data Integrity” in CANmessage fault CAN direction Data does not indicate either Forward orReverse fault dead- dead-reckoning is disabled by user sendingreckoning-off command to GPS receiver to turn off dead- commandreckoning CAN outage GPS detects faults in CANbus data outage of datalonger than 5 seconds (GAP longer than gap-fill algorithm allows) CANbusdata Instantaneous jumps in CANbus data that are instability beyond therange of correction by GPS algorithm. Note: many wheel slip or sensorsare smoothed by pre-filtering

These kind of CAN faults basically lower the calibration status tostate-3. So, A and B calibration are not lost. Dead-reckoning and mixedmode are available as soon as the fault is corrected and after a newheading calibration is achieved.

It is also possible that the calibration status gets lowered due tocalibration faults. The algorithms should be constructed to minimizethese occurrences to the point they become very rare. Advancedpre-filter logic is implemented to not allow the condition to occur onchaotic or noise calibration measurements. The most likely event thatwould cause a calibration fault is an incorrect factory calibration, seeTable-V.

TABLE V Types of calibration faults that lower calibration status A, BPersistent (repeatable) and precise (similar) calibration calibrationmeasurements that differ from parameter production or measuredcalibration data by more errors than 10% The dead-reckoning statuschanges by removing the value of the parameter in question: B removesvalue 2 A removes value 3 Heading offset is always removed (removes thevalue 4) Recovery requires the same conditions as cold calibration torecover the states that were lost Heading offset Instantaneous changesin dead-reckoning heading- error offset larger than 90 degrees and GPShas been consistently available. (Means that a heading fault will not bedeclared after a long GPS outage since a large heading-offset change ispossible in this case.) Lowers the heading calibration state Recovers assoon as heading-offset are re- measured No Persistent Means thatreceiver was not shut down properly. stop bit Means Garage mode is notavailable. detected Removes value 4 from dead-reckoning status.Dead-reckoning (and mixed mode) available as soon as GPS is available tore-calibrate the heading-offset.

FIG. 6 shows a fix mode state machine 600 and the interrelationshipsamongst a dead-reckoning-only mode 601, a mixed-mode 602, and a GPS-onlymode 603, depending on the availability of GPS assets and wheel datacalibrations. The fix mode state machine 600 could be used to implementmode selector 314 in FIG. 3.

In dead-reckoning only mode 601, a test 604 sees if a GPS fix isavailable from GPS receiver 104 or 302. If yes, a test 606 asks if therehas been an excessively long outage of GPS or the change in position(delta-position) is large. If yes, then operation switches to GPS onlymode 603.

But if not, a test 608 asks if a calibration of the dead-reckoningparameters is available and verified. If yes, then mixed mode 602 isallowed. Otherwise, operation has to switch to GPS only mode 603. Whilein mixed mode 602, two tests are run constantly. A test 610 sees if lessthat two satellite vehicles are available. If true, the GPS solutionquality is not good enough and operation has to switch to dead-reckoningonly mode 601. This can occur when vehicle 110 enters a tunnel.

The other constantly running test in mixed mode 602 is a test 612 thatlooks to see if there are many consistent satellite vehicles. If so, theGPS results are very strong and it is better to switch to GPS only mode603. While in GPS only mode 603, a test 614 looks to see if there aremany consistent satellite vehicles. If so, the GPS results are verystrong and operation can continue in GPS only mode 603. A test 616 asksif less that two satellite vehicles are available, and if calibration isavailable. If so, operation switches to dead-reckoning only mode 601.

When the hardware for tightly coupled GPS and dead-reckoning system 100first starts up, the fix mode state machine 600 begins in a step 620. Atest 622 looks to see if a Persistent Stop bit has been set, e.g., innon-volatile memory. If so, a step 624 sees if calibration data isavailable. If yes, the operation begins in dead-reckoning only mode 601and the GPS receiver 104 or 302 can come up in background withoutdelaying vehicle navigation solutions being display to the user. But ifnot, a step 626 asks if a GPS fix is available. If not, a loop 628waits. When a GPS fix becomes available, then operation switches to GPSonly mode 603.

In outdoor conditions, a 1-second hot-start time-to-first-fix (TTFF) ispossible with GPS if the previous data comprising the ephemeris,position, and time are available and still fresh. However, in theautomotive application of vehicle 110, the GPS signals may be shadowedby the vehicle being in a garage, or otherwise cannot start from a GPShot condition. So startup would need to begin with a garage mode step630.

Even if vehicle 110 is in open skies, a “garage” start will occur if theephemeris data is deemed to be too old. But, as long as gooddead-reckoning data is available, e.g., full calibration status-7 andthe persistent stop bit is available, then the dead-reckoning only mode601 can commence within one second. Garage mode 630 is best included insystems that do not have a battery backed 32-kHz real-time clock (RTC)that helps keep track of GPS time to better than one millisecond.

If a full calibration or the persistent stop bit is not available, thenthe garage mode 630 is not available for that session, and a first fixcan be only be produced after a new GPS fix is computed.

In garage mode, dead-reckoning always starts from the previous location.However, the correctness of that decision cannot be determined until thefirst GPS fix is available.

As soon as the first GPS fix is available, a decision must be made as towhether to trust the current dead-reckoning position since it ispossible that vehicle 110 was moved while GPS receiver 104 or 302 wasoff. For example, when vehicle 110 is placed on a ferry-boat andtransported. A test of the delta-position from the new GPS fix and thelatest dead-reckoning is made. If the distance is large, then theGPS-only fix is selected to reach a correct position solution as fast aspossible.

If the distance vehicle 110 was moved is not large, then the fix will beeither GPS-only mode 603 or mixed mode 602, depending on the relativeaccuracy of the GPS measurements and propagated dead-reckoning fix. Veryconfident GPS measurements, or lower accuracy dead-reckoning, will pushthe state machine 600 to GPS-only mode 603, whereas lower confidence GPSdata will push more to the mixed mode 602.

In order to use mixed mode 602, the calibration must have been alreadyvalidated. This is always the case when factory parameters are used.This means there will be a short period in the operational life wheremixed mode 602 is not obtainable, e.g., before getting enough driving inwith calibration capability is observed.

In the general case after the calibration has been validated, the fixmode is dead-reckoning-only 601 if less than two navigation satellitesare available. If the number of navigation satellites is higher, and theestimated multipath is low with respect to the estimated dead-reckoningcalibration accuracy, then the fixes will be GPS-only mode 603. If thenumber of navigation satellites is not high, or the estimated multipathis high with respect to the estimated dead-reckoning calibrationaccuracy, then the fixes will be mixed-mode 602.

The determining of the fix mode 601-603 is made continuously, theselected mode 601-603 can change every second. The GPS anddead-reckoning conditions are constantly evaluated to determine if atransition to mixed mode or GPS-only will provide better results. Forexample, if the last mode was GPS-only 603, then an increased multipathenvironment or a reduction of navigation satellites will be reasonenough to transition to mixed-mode 602.

Similarly, if the current mode is mixed-mode 602, the conditions will beconstantly evaluated to determine if a transition to GPS-only 603 wouldprovide better results. If the current mode is dead-reckoning-only 601and more than two satellites become available, then a transition toeither GPS-only 603 or mixed mode 602 will occur. For short outageswhere the integration of the dead-reckoning error is small, thetransition will be to mixed mode 602. However, for longer outages, it ismore likely that a GPS-only mode 603 will be selected briefly in orderto quickly snap to an unbiased position estimate. However, only a fewfixes in GPS-only mode 603 are needed to resume the best accuracy. Ingeneral, the fix mode will return to mixed-mode 602 unless the number ofnavigation satellites is high and the estimated multipath error is smallin comparison to the estimated calibration accuracy.

The update rate of information can be as fast as 1-Hz and provides the“ultra coupled” characteristic that is used to describe integrated GPSand inertial navigation systems. Dead-reckoning and GPS information arecombined inside the main position/velocity Kalman Filter. Thedead-reckoning measurements of delta-range and delta-heading arecombined directly with GPS Doppler and pseudorange measurements.

Such provides the “tightly” coupled approach characteristic of thecombined GPS and inertial navigation system 100, and that performsbetter than a “loosely” coupled solution where the GPS anddead-reckoning position and velocity estimates are computedindependently and are then blended together in the position/velocitydomain without sharing information to help each other.

Continuous calibration carries on when in mixed-mode with a parallelcalibration methodology. An independent speed and heading estimator isused for a reference for the continuous calibration of the CANcalibration parameters, independent of whether the position is computedwith GPS-only or mixed mode.

The three position modes 601-603 are used instead of only two. The basicDR input data has a 1-tick quantization, e.g., 5.6-cm for a 17-inchwheel with 48 ticks. Some sensors will skip outputting ticks at slowspeeds. Outages, wheel slip, and missed CANbus packets can occur.Blunder checking and filtering can be applied to correct most errorsprior to usage, but cannot be used for calibration.

Wheel turning tick time synchronization can vary depending on CANbus 130and Host CPU loading. The wheel-ticks difference is biased for bankedroads. Tires can change in size over temperature, speed, age.Dead-reckoning sensing and processing is different for eachmanufacturer, and therefore have different error characteristics. Theaccuracy of dead-reckoning is also strongly dependent on the quality ofthe calibration. Even a one degree heading calibration error canintegrate to a huge position error given enough distance traveled.Dead-reckoning based positions are essentially the integrals ofderivatives, delta-heading and delta-range. Thus, the integral will havean unknown integration constant or error from the true delta position.So, the integration of dead-reckoning wheel turning ticks is alwaysbiased and dead-reckoning cannot provide absolute positioningcapability.

GPS sensors have quite a different set of characteristic advantages anddisadvantages. GPS carrier phase observations can be measured to betterthan 5% of carrier wavelength (0.05*0.19 m<one centimeter). They averagethe Doppler over fifty phase measurements in one second from a 50-Hzphase-lock-loop to reduce carrier phase standard deviation to 1-mm/sec.The integration of the GPS carrier frequencies is much more accuratethan trying to integrate wheel turning ticks. GPS pseudorandom codephaseprovides for absolute positions. The codephase wavelength is 293-m butcan be measured to one meter accuracy if there is no multipathinterference. The vulnerability in urban areas is that GPS suffers frommultipath and pure reflections.

Given the advantages and disadvantages of dead-reckoning sensors and GPSsensors, GPS-only mode 603 is used to recover the fastest from outagesin GPS signal reception that forced long periods of operation indead-reckoning-only mode 601. Dead-reckoning mode 601 cannot measureabsolute error, it can only measure changes in position. Thus, anymixing in of dead-reckoning data would only slow down a recovery from aGPS outage. GPS-only mode 603 is used to determine the best absoluteaccuracy when GPS conditions are favorable without mixing in integrationbiases from dead-reckoning and CANbus data faults such as wheel slip andquantization errors.

GPS-only mode 603 is used to provide a more robust solution acrossmultiple dead-reckoning systems. Each manufacturer's CAN busimplementation is slightly different, and varies amongst the differenttypes of vehicles sold in the world. Maximizing GPS-only mode 603 usehides the differences because mixed mode 602 is only used when the GPSerror is larger than the dead-reckoning error.

Mixed mode 602 is used to stabilize the GPS-based position solution inthe presence of high multipath or high horizontal dilution of precision(HDOP) due to few usable navigation satellites. Mixed mode 602 is usedto maintain high GPS accuracy when entering a dense urban canyon.

A relative weighting of mixed mode 602 to GPS-only mode 603 balancesbetween the absolute accuracy of GPS solutions relative to the accuracyof dead-reckoning. This advantage can change in as little as one second.

In general, in open sky conditions, the best navigation performance iswith GPS only mode 603, the GPS carrier phase measurements are moreaccurate than wheel sensors. In urban conditions, the best navigationperformance is with mixed-mode 602, because effects of multipath andreflection noise exceed the effects of the dead-reckoning noise.

GPS chipsets and modules without on-board processors are categorized asmeasurement platforms (MP) and provide data to a host processor througha serial UART connection. The host CPU executes navigation software thatcomputes the location and heading information. Such navigation softwareis host operating system independent for compatibility with a widevariety of host platforms including ARM, Strong ARM, Pentium, SH-Mobile,Samsung and other commonly available micro-Processors. Modules andchipsets with on-board processors are categorized as position, velocityand time (PVT) solutions and provide full navigation capabilities instandard NMEA or proprietary format. The navigation software is embeddedon the module or chipset.

FIG. 7 represents an ultra-tightly coupled dead-reckoning subsystemembodiment of the present invention, and is referred to herein by thegeneral reference numeral 700. FIG. 7 further illustrates feasibleimplementation details for some of the items shown in FIGS. 1, 2A, 2B,and 3. FIGS. 2A and 2B made distinctions about implementing thefunctional constituent parts in hardware or software, here in FIG. 7 thefunctional interrelationships are represented.

Orbiting navigation satellites 702 transmit microwave signals that arereceived and demodulated by a navigation measurement platform (MP) 704,e.g., an eRide (San Francisco, Calif.) OPUS-III nanoRide GPS module witha serial output. MP 704 includes a 32-channel radio frequency (RF)receiver, baseband, and SAW-filtering stages. The MP 704 is capable oftwo-channel real-time differential GPS with satellite based augmentationsystem (SBAS). These connect through a hardware interface 706 andprovide time reports 708, fix triggers 710, and Doppler and pseudorangereports 712.

For the PVT type of implementation illustrated in FIG. 2B, CANbus 130data is brought in by a CANbus driver 714 and UART 716 for time stampingin device 718 and format conversion in device 720. An applicationsprogramming interface (API) 722 inputs the CANbus data. Alternatively,for the MP type of implementation illustrated in FIG. 2A, CANbusinformation with appropriate time stamps is provided by a hostapplication 724.

A CAN buffer 726 processes new wheel-tick data and buffers up to a fewseconds worth. Herein, C_(L), C_(R) are the counts of ticks accumulatedin the CANbus packet for the left and right wheels respectively over100-milliseconds. The wheel-tick counts are generated by differencingthe current and previous CANbus packet, since the CANbus packet contentsis an accumulated number. This data is used by dead-reckoning (DR)propagation processor 730 to produce delta-range, delta-heading, anddelta-heading sum estimates. DR propagation processor 730 shapes a DRerror model 732.

A DR calibration device 734, includes a Kalman filter for A_(L), A_(R),B_(L), and B_(R). The A_(L), A_(R) calibration parameters representdelta-heading/tick difference for left and right wheels, e.g., units ofminutes/tick=degrees*60/tick. B_(L), B_(R) are calibration parametersfor delta-range/tick for left and right wheels, e.g., units ofmillimeters/tick. The heading-offset is a calibration parameter thattranslates the sum delta-heading to a known heading reference.

A Kalman filter 736 processes delta-range and delta-heading, and mixedmode propagation from position, velocity, parameter-B, delta range andheading D, and time. A mode selection process 738 is detailed in FIG. 6as process 600 and is represented as selector 314 in FIG. 3.

A data process 742 provides position solutions encoded in NMEAnavigation messages. A calibration status message 744 and the NMEAmessage are connected through to an output API 746. In the PVT 250 typeof implementation of FIG. 5B, the NMEA navigation messages andcalibration status message are output through a UART 747. Otherwise, forthe MP 200 type of implementation of FIG. 5A, the NMEA navigationmessages and calibration status message are output to the host computerapplication 724 through a software interface.

A valid time offset calculation is provided in an offset calculationprocess 748 between the CANbus data time and GPS receiver internal timeris also required for proper dead-reckoning mode. This requires amillisecond accurate time-stamp received with the CANbus packet data aswell as a call-back function to the read the CAN timer. However, offsetcalibration is automatic and progresses from reception of the first CANdata packet received. This required calibration step does not prevententering dead-reckoning mode on the first CANbus data packet after avalid calibration.

GPS receiver 104 or 302, and 700 communication is defined within theNMEA specification. Most computer programs that provide real timeposition information understand and expect their data to be in NMEAformat. This data includes the complete position, velocity, time (PVT)solution computed by GPS receiver. NMEA sends a line of data called asentence that is totally self-contained and independent of othersentences. There are standard sentences for each device category andthere is also the ability to define proprietary sentences for use by theindividual company. All of the standard sentences have a two letterprefix that defines the device that uses that sentence type. For GPSreceivers the prefix is GP. The prefix is followed by a three lettersequence that defines the sentence contents. NMEA allows hardwaremanufactures to define their own proprietary sentences that begin withthe letter P and are followed by three letters that identifies themanufacturer. For example a Garmin sentence would start with PGRM andMagellan would begin with PMGN.

Each sentence begins with a ‘$’ and ends with a carriage return/linefeed sequence and can be no longer than eighty characters of visibletext (plus the line terminators). The data is contained within thissingle line with data items separated by commas. The data itself is justASCII text and may extend over multiple sentences in certain specializedinstances but is normally fully contained in one variable lengthsentence. The data may vary in the amount of precision contained in themessage. For example time might be indicated to decimal parts of asecond or location may be show with 3 or even 4 digits after the decimalpoint. Programs that read the data should only use the commas todetermine the field boundaries and not depend on column positions. Thereis a provision for a checksum at the end of each sentence which may ormay not be checked by the unit that reads the data. The checksum fieldconsists of a ‘*’ and two hex digits representing an 8 bit exclusive ORof all characters between, but not including, the ‘$’ and ‘*’. Achecksum is required for some sentences.

There have been several changes to the standard but for GPS use the onlyones that are likely to be encountered are 1.5 and 2.0 through 2.3.These just specify some different sentence configurations which may bepeculiar to the needs of a particular device thus the GPS may need to bechanged to match the devices being interfaced to. Some GPS's provide theability configure a custom set the sentences while other may offer a setof fixed choices. Many GPS receivers simply output a fixed set ofsentences that cannot be changed by the user. The current version of thestandard is 3.01. I have no specific information on this version, but Iam not aware of any GPS products that require conformance to thisversion.

NMEA consists of sentences, the first word of which, called a data type,defines the interpretation of the rest of the sentence. Each data typewould have its own unique interpretation and is defined in the NMEAstandard. The $GPGGA sentence provides essential fix data. Othersentences may repeat some of the same information but will also supplynew data. Whatever device or program that reads the data can watch forthe data sentence that it is interested in and simply ignore othersentences that is doesn't care about. In the NMEA standard there are nocommands to indicate that the GPS should do something different. Insteadeach receiver just sends all of the data and expects much of it to beignored. Some receivers have commands inside the unit that can select asubset of all the sentences or, in some cases, even the individualsentences to send. There is no way to indicate anything back to the unitas to whether the sentence is being read correctly or to request are-send of some data you didn't get. Instead the receiving unit justchecks the checksum and ignores the data if the checksum is bad figuringthe data will be sent again sometime later.

Dead-reckoning fixes are reported by GPS receiver 104 or 302, and 700 inboth ASCII-formatted NMEA strings as well as the functional API. Adead-reckoning fix is indicated in NMEA format in a $GPGGA string by thefix indicator value of six. The GPS fix value is one. The dead-reckoningfix is reported by value in the functional API. Dead-reckoning alsoprovides a speed estimate by dividing the delta-range by the knownobservation period. Both of these parameters are visible in a NMEA$GPRMC string and also the functional API. These fields will only reporta dead-reckoning fix after a valid calibration is achieved.

The calibration status can be viewed in a string. A dead-reckoning debugmessage is available in standard NMEA format that is useful for detailedmonitoring of the dead-reckoning calibration progress and status. Forexample, see Table-VI. It is output with standard NMEA outputs from acore library, but the message must be solicited, and then sent to anoutput port or file.

TABLE VI PERDCR, 11 NMEA Sentence Detail Field Number:  1) confident:confident flag to indicate the DR calibration status, 1 number:  a. 0 -DR calibration hasn't started  b. 1 - a is confident  c. 2 - b isconfident  d. 3 - a and b are confident  e. 4 - heading calibration isconfident  f. 7 - DR calibration is complete, calibrations are alldetermined, unit will now run in DR mode  2) Mode: current DR mode:  a.0 - GPS only mode  b. 1 - DR only mode  c. 2 - Mixed mode (GPS with DRcombined)  3) a1: DR a1 parameter, 7 characters  4) a2: DR a2 parameter,7 characters  5) b1: DR b1 parameter, 7 characters  6) b2: DR b2parameter, 7 characters  7) Heading offset: calibrated DR heading offsetparameter, difference between DR heading and GPS heading, 7 characters. 8) Left Wheel Count: left wheel count change between last update andthis update (normalized to delta time), 4 characters  9) Right WheelCount: right wheel count change between last update and this update(normalized to delta time), 4 characters 10) Speed: fixed speed from GPSor DR measurement, meters/sec, 4 characters 11) Heading: fixed headingfrom GPS or DR measurement, degrees (compass heading), 3 characters 12)CAN Frames: how many DR packets received between last update and thisupdate, (normally 10 packets for 100 msec CAN period), 2 characters 13)Latency: timetag offset between CAN timer and OPUS timer (only displaylower 8 bits), 3 characters 14) Jitter: maximum of change in DR CANtimetags during last update and this update. Here it is just the maximumvalue of the difference between delta timetag and 100 msecs for all thepackets since the last PERDCR, 11 sentence; 2 characters 15) Wheeldirection: F - Forward rotation, R - Reverse rotation 16) PositionSigma: position error in meters (range limited to 0-999), 3 characters.In DR- only mode reflects the DR error estimate. In GPS-only representsGPS error estimate. 17) Checksum (for NMEA corruption checking)

There is no expiration time associated with any saved calibrations. Anew calibration will start as soon as the GPS/dead-reckoning is enabledwith a command and the CANbus packets are available. The status level ofthe last calibration is not affected by the age of the calibration.

Knowing the physical parameters for vehicle 110 allows an initialcalibration to be entered into a calibration algorithm through API 722.The A and B parameters are initialized according to the left and rightradius (R_(l), R_(r)), counts per rotation (CPR), and track width (TW).Dead-reckoning mode 601 will not be possible until a first GPS fix ismade at sufficient velocity so that a good heading offset can beestablished.

API 722 provides a way for manufactures to initialize system 700 andthereby quicken when a calibration will be available, and API 722 andoutput API 746 enable functional system tests of the CANbus packetprocessing 726 and 730.

Data that indicates which source of CANbus data to use will, in general,be provided by the host CPU application every GPS session since the sameapplication thread is used at the start of each session. Often this willinclude sending the physical parameters. It is assumed that the physicalparameters input by a manufacturer can not be as accurate as any thatare estimated during operation with GPS receiver 104 or 302 running.

Accurate calibrations require knowing the physical parameters veryprecisely. Even the seemingly small effects of tire pressure willsignificantly affect the actual radius of wheel and can change over thecourse of a day and a night. For this reason, factory physicalparameters should only be loaded when a previous run of GPS calibrateddata has been cleared.

This means a previous GPS based calibrations will not be overwrittenwith the factory parameters through the API.

It is expected that in most production cases, manufactures will not knowthe actual wheel radii accurately enough to provide high confidencedead-reckoning. For example, there might not be full tire pressure, orequal pressure in each wheel.

If a user wants rapid availability and is able to provide high accuracycalibration, dead-reckoning can be made available as soon as GPS isavailable and vehicle 110 is moving. But if the manufacturer is onlyable to provide a reasonably accurate calibration, within a few percent,there may be a small accuracy penalty before a full GPS-basedcalibration installs itself. This might be the case for an air-bagdeployment application, where dead-reckoning availability is moreimportant initially than full accuracy.

In a low accuracy factory mode, physical parameters are used as thecalibration initial condition and are internally classified as accurate,but the externally observable calibration confidence is set to zero.Dead-reckoning becomes available after a GPS based calibration canpolish the initial parameters and complete a normal calibration process.This mode is selected when to speed up calibration and not allowdead-reckoning until a GPS calibration is completed. The time to a validdead-reckoning calibration is faster than if no starting values areprovided.

A laboratory test mode provides for software and system functionalvalidation, and is used for laboratory testing. The previous run file isdeleted before and after tests are completed to avoid problems in otherfactory modes. Dead-reckoning is available immediately without anyadditional calibration. The starting heading always starts from zero,and does require a starting position. The position can be installed viathe position input API after sending the physical parameters command, orby obtaining a GPS fix.

A test vehicle's calibration can be transferred to a family of similarvehicles where immediate dead-reckoning is a higher priority than havinginitial accuracy. If dead-reckoning is required immediately, and it isnot possible to calibrate each vehicle individually in the factory, thena single vehicle is selected to be a representative of a family ofvehicles. It is configured for factory default mode. No initialcalibration is required, and a test driver can run a calibration suiteto garner a GPS-based calibration. A PERDCR,11 NMEA message, as inTable-VI, is enabled and logged during the calibration run on a storagecomputer. A NMEA file is retrieved from the storage computer, and the Aand B calibration parameters are extracted from a final PERDCR,11string. The physical parameters are estimated from the calibrationparameters. The physical parameters are loaded in the factory duringinstallation and a factory high accuracy calibration function isselected. The host CPU application is configured to read the physicalparameters either from a file, or they are hard-coded into the host CPUapplication. The family of vehicles will then be able to observe rapiddead-reckoning as soon as the first GPS fix is obtained at a sufficientvelocity, e.g., more than twenty-five kilometers per hour.

Simple mathematics is used to extrapolate the physical parameters fromthe calibration parameters. The estimated calibration parameters areeasily plucked from a proprietary NMEA string PERDCR,11. The calibrationparameters observed in PERDCR,11 have units and scaling,

A _(L) =R _(l)/CPR/TW*360*60 (minutes/tick);

A _(R) =R _(r)/CPR/TW*360*60 (minutes/tick);

B _(L) =R _(l)/CPR*PI*1000 (millimeters/tick);

B _(R) =R _(r)/CPR*PI*1000 (millimeters/tick).

The estimated calibration parameters from the PERDCR,11 are defined by,

-   -   A_(L)′=estimate of true A_(L);    -   A_(R)′=estimate of true A_(R);    -   B_(L)′=estimate of true B_(L)    -   B_(R)′=estimate of true B_(R).        The track-width physical parameter (TW) are estimated with,

TWl′=B _(L) ′/A _(L)′*(360*60)/(PI*1000) (meters);

TWr′=B _(R) ′/A _(R)′*(360*60)/(PI*1000) (meters).

A calibration algorithm guarantees that the ratio of B/A for both wheelswill be the same. Either the left or right wheel parameters can be used.Another approach is to average these two estimates so that,

TW′ estimate=(TWl′+TWr′)/2.

Unfortunately, the wheel radius (R_(l), R_(r)) cannot be separated fromthe counts per rotation (CPR). These parameters are always coupled as inthe equations above. Each vehicle manufacturer supplies the CPR in a setof physical parameters. In this case, the wheel radii are estimated asfollows,

R _(l) =B _(L)′*CPR/PI/1000;

R _(r) =B _(L)′*CPR/PI/1000.

A real-time calibration method embodiment of the present invention hasthree steps: (1) compare the delta-range to GPS speed to estimate theB_(L) and B_(R) parameters; (2) Given the B parameters, compare thedelta-heading to the change in GPS heading to estimate the A_(L) andA_(R) parameters; and (3) Given the A and B parameters, the GPS headingis used as the absolute reference to estimate the heading offset.

Before being able to compute a dead-reckoning fix, there must be (a) avalid calibration of parameters A and B, the heading offset, (b) a validposition, and (3) an inflow of synchronized time-stamped CANbus datapackets.

GPS receiver 104 or 302 does not require an estimate of GPS time inorder for the dead-reckoning only mode 601 to operate. This allows“garage mode” to proceed even though GPS receiver 104 or 302 is notproviding time information. A valid calibration, as represented byprevious run data 750 in FIG. 7, can be provided from either thenon-volatile memory data or input through the API.

Dead-reckoning calibration automatically commences without anyinitialization from an API command, e.g., as soon as any CANbus packetsare received. The time to a usable calibration depends on theavailability of GPS data and on the completion of straight runs andturns that include a large heading change. The time to get calibrated isreduced by higher speeds, because more ticks can be observed and thequantization effects are proportionately reduced.

The calibration of the B-parameters, the wheel radii and ratio, requireeither straight driving segments or runs of GPS receiver 104 or 302where the heading changes cancel, such as in figure-eights or straightdriving. A minimum requirement is an exercise of at least five suchsegments. After that, the A calibration will compute the track width andthen advances to turning exercises. Right angle turns are superior tocircles with a minimum of five. The heading offset can then becalibrated after parameter-A and parameter-B are obtained.

Thus the minimum requirements to collect and produce a calibration arestraight segments are at least 70 meters without high acceleration, atleast five right angle turns, and a short straight segment of at leastthree meters per second for five seconds to obtain heading offset. Suchexample had unfavorable signal levels of 34 dB-Hz.

The wheel turning tick sensors 120, 122, 124, and 126 (FIG. 1) aregenerally Hall-type devices that generate electrical ticks, like digitalclock ticks, as the wheel spins magnetic bumps past a detector. Thenumber of ticks produced for one rotation of the wheel can range fromforty-eight ticks in Peugeot vehicles, to ninety-eight ticks forMercedes vehicles.

The original strings of wheel turning ticks produced by the sensors arecontinuous, but the CANbus 130, by necessity, must group The wheel-tickstogether into data packets every 1-10 milliseconds for multiplexing. Asecondary process groups these shorter packets into longer packets eachspanning one hundred milliseconds, e.g., a rate of 10-Hz. These 10-HzCAN wheel turning tick packets are accessible by external applicationsthrough a protective gateway between a secure safety-of-life network andan external application network.

The CANbus 130 has a processor (CPU) with a system clock that is used togenerate wheel turning tick sampling windows. Such CPU clock isgenerally not available outside for synchronization, so the time domainsbetween the 10-Hz packet generation and any GPS receiver clock have tobe treated asynchronously.

In embodiments where the CANbus and GPS receiver clocks can besynchronized, carrier Doppler, codephase, and other GPS observationscould be taken over the same time window. Such would be a good way tosynchronize with a one pulse per second (1-PPS) pulse from a master tothe slave. Another embodiment uses the same clock or a time-differenceor freq-difference circuit to observe the relative time or frequencydifferences between the two clock domains. The eRide (San Francisco,Calif.) OPUS™ baseband chip has such capabilities, but using itdramatically complicates system integration.

CANbus data synchronization is further complicated by the delays thatare inherent to sending packet messages over a network, such as CANbus130 and GPS receiver 104 or 302. Typically, a third CPU is physicallyconnected to the CANbus 130 to convert from the CAN protocol to aproprietary protocol because every manufacturer seems to use differentCAN message protocols and wheel turning tick formats. Such CPU makes aconversion to a common format for the GPS receiver's CAN input. Delaysarise three ways, (1) from the delay on the CANbus 130, (2) from thedelay in the CAN format converter, and (3) in a receive buffer includedin GPS receiver 104 or 302. The combination of these delays is referredto as “CANbus jitter” and has a constant part and a variable part.

The combination of CANbus jitter and any time drift between the CANbusclock and the GPS clock causes a noise element in the synchronizationand processing of CAN and GPS data.

The synchronization is obtained by time stamping each CANbus packet asthey arrive in the GPS receiver buffer through a universal asynchronousreceiver-transmitter (UART) serial interrupt driver.

The GPS receiver software running as a host CPU program must selectwhich packets are closest in time to the GPS time window in order to usethe CANbus data for both calibration and dead-reckoning propagation. Atypical window is one second. There would normally be ten packets withtime tags inside each GPS one second time window.

In a Mercedes system experiment, it was observed that the time tagswould shift rapidly, and that in only a few minutes, there wouldactually be eleven packets, indicating that the CANbus clock was runningfast, or nine packets, indicating the CANbus clock was running slow.CANbus jitter was also seen as responsible for variations of nine oreleven packets in a typically one second gathering operation.

Such problem has a simple solution. First, the offset between a noisypacket's start time and GPS window time is filtered to remove most ofthe jitter. The average difference is maintained. It is a bias with adrift component, so the filter is configured to track the change. Theoriginal time tags with jitter are used to select the packets thatcontain both the start and end intervals in the GPS time domain. Next,the average difference is used to define the portion of the packets thathas the GPS fix times. The packet contribution inside the GPS intervalis interpolated from the total counts of the packet.

For example, in a packet that has a start GPS time, the part that isearlier than the GPS time and the expected packet time, by subtractingthe average difference, is interpolated out leaving the part thatoccurred after the GPS start time. Similarly, for a packet that has datathat occurred after the GPS end time, the interpolation removes any timeperiods after the GPS time, assuming the portion used is from the GPSend time to the expected packet start time using the average difference.The other packets between these two boarder packets are used in theirentireties.

Such techniques are used for ticks from both the left and right wheelsensors 124 and 126 so that an interpolated wheel turning tick count istailored that best matches the corresponding GPS time intervals.

The GPS starting time and ending time are different for the delta-rangeand delta-heading equations. For delta-range measurement, the GPSvelocity over one second is compared the total wheel turning ticks inthe same interval. The one second integration of GPS velocity is usedsince the GPS carrier tracking wavelength is 0.1904 meters, and isdetermined within a few degrees using a conventional phase lock lookmethod common to GPS based velocity determination. The GPS code phase onthe other hand has a wave length corresponding to one chip of 293-m.Thus, the delta-range in one second from code phase is much too noisyfor short term calibrations.

Long term calibrations with GPS derived position solutions are possible,but they require significant processing and memory storage.

A preferred embodiment uses east and north speed from a GPS velocitysolution as a main calibration source. delta-range from GPS is definedas the square root of the sum of the easterly speed squared plus thenortherly speed squared. Heading is defined as the four-quadrant resultof the inverse tangent (arctangent) of the easterly speed divided by thenortherly speed. The east and north speeds comprise both sign andmagnitude.

The GPS east and north speeds themselves are estimated from the GPSDoppler measurements. A Doppler measurement is an average of carrierDoppler frequency divided by the measurement interval. The time ofapplicability for the measurement is the center of the window.

For delta-range calibration, the wheel turning ticks are selected withstarting and ending times approximate to the GPS measurement startingand ending times.

The velocity fix is made at the center of a one second window defined bytime-track state machine (TSM) measurements. The heading of the GPS fixapplies at the center of the TSM window. The timing sees thattransitions from GPS to DR do not cause a time tag jump.

Ticks-left (TL) and ticks-right (TR) are defined as the wheel ticks inone second. For headings, TL and TR have a time window from the previouswindow center to the new window center. The coefficients are,

A _(L)=RadiusLeft/CPR*TRACKWIDTH*degrees*60 (minutes/tick);

B _(R)=Radiusleft/CPR*1000 (millimeters/tick).

The delta heading in one second is,

δ h = A_(L) * TL − A_(R) * TR And, A_(L) = A + d AA_(R) = A − d A $\begin{matrix}{{\delta \; h} = {{\left( {A + {d\; A}} \right){TL}} - {\left( {A - {d\; A}} \right){TR}}}} \\{= {{A*\left\lbrack {{TL} - {TR}} \right\rbrack} + {d\; A*\left\lbrack {{TL} + {TR}} \right\rbrack}}}\end{matrix}$

When DH=0, as determined from GPS measurements, an arc has closed ortraveled strait for a while,

Then, A _(L)*TL=A _(R)*TR

A _(L) /A _(R)=TR/TL

α=A _(L) /A _(R)=(A+dA)/(A−dA)

Forming (1−α)/(1+α) and solving,

(1−α)/(1+α)=−dA/A

So dA=−A(1−α)/(1+α)

For delta range, define that The wheel-ticks are the raw ticks that spanthe same time frame as the TSM window.

$\begin{matrix}{{\delta \; h} = {{A*\left\lbrack {{TL} - {TR}} \right\rbrack} - {{\left( {1 - \alpha} \right)/\left( {1 + \alpha} \right)}*\left\lbrack {{TL} + {TR}} \right\rbrack}}} \\{= {A*\left\lbrack {\left( {{TL} - {TR}} \right) - {{\left( {1 - \alpha} \right)/\left( {1 + \alpha} \right)}*\left( {{TL} + {TR}} \right)}} \right\rbrack}}\end{matrix}$

The delta range in one second is,

dr=B _(L)*TR+B _(R)*TR

And,

B _(L) =B+dB

B _(R) =B−dB

resulting in,

$\begin{matrix}{{dR} = {{\left( {B + {dB}} \right)*{TL}} + {\left( {B - {dB}} \right)*{TR}}}} \\{= {{B*\left( {{TL} + {TR}} \right)} + {{dB}*\left( {{TL} - {TR}} \right)}}}\end{matrix}$

Because of the definition of B_(L) and B_(R) in the physical parameters,

B _(L) /B _(R) =A _(L) /A _(R)

So,

dB=−B(1−a)/(1+α)

dr=B*(TL+TR)−B(1−a)/(1+α)*(TL−TR)

dr=B*[(TL+TR)−(1−α)/(1+α)*(TL−TR)]

To compute a dead-reckoning fix that propagates a position by one secondfrom a previous fix time,

deltaN=dr*cos heading(delta-north);

deltaE=dr*sin heading(delta-east);

heading h(t _(i))=h ₀ +Σdh _(n) (n=0,i).

Assume that estimate a nominal calibration of A_(L), A_(R), B_(L), B_(R)

-   -   1) To estimate alpha, find a section of trajectory where        +Σdh_(n) (n=0,i) GPS is zero. IN this case, the ratio of the        right to left ticks defines        -   a. α=TR/TL    -   2) to estimate B, obtain a dr estimate from GPS and same The        wheel-ticks from the same observation window as the GPS range        change observation window

B=dr/[(TL+TR)−(1−α)/(1+α)*(TL−TR)]

-   -   3) to estimate A, obtain a dh estimate from GPS and get the CAN        ticks from the same observation window as the GPS heading change        observation window

A=δh/[(TL−TR)−(1−α)/(1+α)*(TL+TR)]

-   -   4) to estimate h₀, maintain difference of sum(dh) and GPS        heading when GPS heading is confident

DR is short term stable and long term unstable

GPS is short term unstable and long term stable

The calibration is obtained using point observations. These observationsare each derived from velocity information that is zero mean, but theintegration is non-stationary. In order to get a final calibration thatis stationary, information from the GPS position is needed.For a long observation of dE and dN from GPS,

DE_(gps)=ΣdE_(gps)

DN_(gps)=ΣdN_(gps)

For a similar estimate formed from a short term calibrated DR,

DE_(dr)=ΣdE_(dr)

DN_(dr)=ΣdN_(dr).

For a similar estimate formed from a short term calibrated DR, athree-point sum is used for example:

DE _(dr) =ΣdE _(dr)=dr1*sin(h0+dh1)+dr2*sin(h0+dh2+dh2)+dr3*sin(do+dh1+dh2+dh3);

DE _(dr) =ΣdE _(dr)=dr1*cos(h0+dh1)+dr2*cos(h0+dh2+dh2)+dr3*cos(do+dh1+dh2+dh3)

The A and B estimates are assumed to be accurate enough so that a firstorder Taylor series can be employed.

Embodiments of the present invention compensate the turn ticks for aspeed-effect phenomenon represented with a curve 800 in FIG. 8. A lowspeed segment 801 below a low speed cutoff is essentially a flat line. Amiddle speed segment 802 between the low speed cutoff and a high speedcutoff follows a polynomial function,1+c_(1st)(s−S_(L))+c_(2nd)(s−S_(L))². A high speed segment 303 is beyonda coefficient scale limit.

The speed related effect causes a variation in the differential numberof left and right wheel ticks in turns over speed because of wheel radiichanges. In other words, the same turns taken at different speeds willyield dissimilarities in the count difference in the number of left andright wheel ticks. The cause is wheel warping and the vehicle suspensionreactions.

At higher speeds, a higher amount of turning energy, seen as adifference in wheel ticks, develops compared to lower speeds. Of course,there are more wheel ticks per second at higher speeds, so the apparentangular velocity computed from the turn ticks has to be compensated forspeed.

The turn ticks that go into each basic delta heading update must beappropriately compensated, where,

delta Heading=A*turn ticks.

Turn ticks are routinely compensated based upon difference in wheelradius when going straight,

$\begin{matrix}{{{Delta}\mspace{14mu} {heading}} = {{{Aleft}*{WheelTicksLeft}} - {{Aright}*{WheelTicksRight}}}} \\{= {{A*\left( {{WheelTicksLeft} - {WheelTicksRight}} \right)} -}} \\{{{alpha}*\left( {{WheelTicksLeft} + {{Wheel}\; {Ticks}\; {Right}}} \right)}} \\{= {A*{compensated}\mspace{14mu} {turn}\mspace{14mu} {ticks}}} \\{= {A*{{compTT}.}}}\end{matrix}$

Uncompensated turn ticks are,

turnTicks=left wheel ticks−right wheel ticks.

A low-speed compensation (1) related to segment 801, for the wheelradius is,

compensated turn ticks(1)compTT(1)=turn ticks−alpha*sum ticks;

alpha=1−ratio/1+ratio,

where, “ratio” is a filtered value of wheel-ticks-right divided bywheel-ticks-left when not turning.

Segment 802 compensation for speed effects CompTT(2) scales thecompTT(1) by polynomial,

1+c_(1st)(s−S_(L))+c_(2nd)(s−S_(L))²,

which is a function of the sum ticks,where,s=sum ticksS_(L)=a reference pointbelow a low speed cutoff, polynomial=1,Above a high speed cutoff, polynomial=coeffScale limit.

In a delta-heading calibration, the difference of two consecutive GPSheading observations is used, as represented in FIG. 9. The time tag ofeach individual heading is the center of the GPS measurement window.Thus, the difference of two GPS headings has a time of applicabilitybetween the two time tags of the two GPS headings. For this reason, thewheel turning ticks used for delta-heading are in a different timewindow than those for delta-range, and can be either half a second inadvance, or a half second late, from the delta-range window depending onwhether the delta-range is the earlier or later speed used to form eachheading respectively.

In practice, the earlier (or delayed) speed1 is used for delta-rangesince there can be a delay in the reception of all the CANbus packetsneeded to span the interval of speed2 since it requires more prompt dataover the CAN communication line, e.g., the CAN to converter to the GPSserial port.

In general, the basic equations for left and right wheel turning ticksuse a simplified scale factor on each wheel.

DH=delta-heading=A _(left)*ticks left for DH−A _(right)*ticks right forDH;

R=delta-range=B _(left)*ticks left for DR+B _(left)*ticks right for DR.

Also, DR heading=initial heading from GPS+sum DH;

Then, Delta East=DR sin(DR heading);

Delta North=DR cos(DR heading).

Experiments have shown that the estimation of the parameters is not assimple as it would appear. It turns out that parameters A, and B are notat all constant. They are time varying because the radii of the wheelschange with tire pressure, external temperature, speed, turning effects,vehicle loading, the placement and number of passengers, tire wear, etc.A solution described here is to model each parameter as a slowly varyingparameter, each according to a different time model.

Although it might be possible to solve all the parameters in amultivariable non-linear system of equations, it has been found inexperiments that each parameter can be computed independently in asystem of single variable equations, if done in the right order.

Rather than solve for each left and right parameters for A and B,

A _(right) /A _(left) =B _(left) /B _(right) =r

The delta-heading for one second is,

δ h = A_(L) * TL − A_(R) * TR; And, A_(L) = A + d A;A_(R) = A − d A; $\begin{matrix}{{{\delta \; h} = {{\left( {A + {d\; A}} \right){TL}} - {\left( {A - {d\; A}} \right){TR}}}};} \\{{= {{A*\left\lbrack {{TL} - {TR}} \right\rbrack} + {d\; A*\left\lbrack {{TL} + {TR}} \right\rbrack}}};}\end{matrix}$ And, r = A_(L)/A_(R) = (A + dA)/(A − dA);${{Re}\text{-}{arranging}},{{dA} = {{- {A\left( {1 - r} \right)}}/{\left( {1 + r} \right).{So}}}},\begin{matrix}{{{delta}\text{-}{heading}} = {{A*\left\lbrack {{TL} - {TR}} \right\rbrack} - {{\left( {1 - r} \right)/\left( {1 + r} \right)}*\left\lbrack {{TL} + {TR}} \right\rbrack}}} \\{{= {A*{compTT}}};}\end{matrix}$

where, the compensated turn tick energy,

compTT=(T−TR)−(1−r)/(1+r)*(TL+TR).

In a similar manner, solving for a common B-parameter,

$\begin{matrix}{{{delta}\text{-}{range}} = {B*\left\lbrack {\left( {{TL} + {TR}} \right) - {{\left( {1 - \alpha} \right)/\left( {1 + \alpha} \right)}*\left( {{TL} + {TR}} \right)}} \right\rbrack}} \\{{= {B*{compST}}};}\end{matrix}$

where, compST=compensated sum ticks.

A simple formulation handles the general case in which the left andright wheels do not effectively have the same radii. A bias between theleft and right wheel ticks will accumulate even if vehicle 110 is goingstraight.

A simple way to estimate this parameter is to use the GPS receiver 104or 302 to isolate driving conditions in which vehicle 110 is goingstraight, or with insignificant turns. Under this condition, the ratio“R” can be estimated as,

R=sum ticks right/sum ticks left;

over a period in which any change in the GPS heading from the start ofthe integration to the end of the integration is small change in GPSheading. That is, the start and end periods are considered when theabsolute value of (headGPSstart−headGPS) is less than a threshold oftypically one degree.

The delta-heading estimate includes any GPS heading errors, and any truechange in vehicle 110 heading causing correct turn energy in the wheelturning tick difference.

To accommodate this and all the general changing conditions, theindividual r estimates are blended in a single-state Kalman filter. Anoise model for each measurement accounts for the confidence in the twoGPS heading estimates. The process noise model for the Kalman filter isadjusted to accommodate how fast the ratio parameter can change.

The process noise is set large any time vehicle 110 stops for a longtime, since vehicle loading changes can significantly affected the tireradii. Leveling the process noise in steady state allows the ratioestimate to accommodate changes in conditions every five minutes.

When operating in urban canyon and/or very weak signal conditions, theGPS heading estimates can be erratic and unreliable. A very large noisemodel has to be used. A culling scheme is used to cull out any outlyingmeasurements from the corresponding Kalman filter that appear to havewandered too far from normal values.

Such ratio can be estimated whenever vehicle 110 is going straight orthe net heading change cancels to zero, e.g., a turn left 15-degreesfollowed by a turn right 15-degrees. The ratio compensates fordifferences in the wheel radii and straightens out the run. Blindlyapplying a ratio of 1.0 can cause the dead-reckoning propagation to plotout paths with wide curves even when actually traveling on a straightroad.

In experiments, is has been found that terms A and A_(left) andA_(right), can deviate from reality during turning because of the wayvehicle 110 suspension operates. In general, there is more observedturning energy causing an impression of over-steering, that is, theground tracking would show a larger than true heading change.

To compensate this effect, a speed compensation parameter “C” isintroduced here too further compensate the turn ticks alreadycompensated for by any real differences in wheel radii. The general formof the C-parameter is a value 0:1. At low speeds, the C-parameter iscloser to zero and at high speeds, it converges but never quite reachesone.

The C-parameter is more difficult to estimate because it requiresobservation of turning conditions over the complete range of speedspossible for vehicle 110. So, a baseline or default model is employed.The C-parameter is constantly refined with another single-state Kalmanfilter over the life of vehicle 110.

The typical form of the C-parameter is a unit from zero speed up to abaseline value called LowSpeedCutOff. The curve then falls linearly upto a maximum speed at which the curve stays flat at a fixed lower value.The slope in the middle region is estimated in real time. Theindependent variable to simplify a representation of speed is the sum ofthe left and right wheel turning ticks, referred to herein as sumTicks.

A modeling equation to estimate the C-parameter is,

deltaHeading=A*(1+C*(compST−LowSpeedCutOff))*compTT.

The estimate of the C-parameter can be formed as,

Cestimate=(deltaHeadingGPS−A*compTT)/(A*compTT*(compST−LowSpeedCutOff)).

A baseline estimate of the A-parameter is required, and the C-parameteris in dimensionless units.

The A-parameter converts a change in the wheel turning ticks between theleft and right wheels into a heading change. The heading change is thenintegrated along with an arbitrary constant to produce a totaldead-reckoning heading. Computing the A-parameter requires collecting atleast two GPS velocity estimates that can yield a delta-heading, andcollecting a compensated turn ticks estimate that corresponds to thesame integration period. Thus,

A-estimate=deltaHeadingGPS/(compTT*C);

where, A-estimate is in radians per turn tick.

Experiments show the accuracy is dependent upon the quality of the GPSheading measurements. The software programming should have at least twomethods for estimating the heading. For example, a least squares batchestimator that estimates the east and north velocity from a set of GPSDoppler measurements taken in one time interval so it has no lag underdynamics as it has no dynamics model. In another example, the estimatorcomprises a navigation Kalman filter with complex measurement errormodels for each GPS Doppler measurement, and complex models for how theGPS velocity and position change from epoch to epoch. Under weak signalconditions with higher noise ratios, Kalman filters provide lessvariability in the east and north velocities.

One more single-state Kalman filter is used to blend a time-series ofA-estimates together. Each A-estimate has a measurement error modelbased on the error model in the GPS heading constituents. A processnoise model is included that sets the time constant of the filter toslowly adapt to changing tire conditions.

The A-estimate depends on two other parameters, a wheel radius ratio rand a speed compensation model C. The A-parameter is continuouslyestimated from an initial live operation and uses a value of one for theratio and a default model until each parameter can be estimated.

In estimating parameter-B, the delta-range parameter B is used to setthe speed for dead-reckoning. It converts the sum of the left and rightwheel turning ticks into the dead-reckoning speed. Parameter-B isestimated using the GPS speed and the compensated sum ticks measurement,compST,

B-estimate=GPS speed in one second/compST in one second.

The B-estimates are blended in a single-state Kalman filter where themeasurement noise is function of the GPS speed error estimate. Theprocess noise for the Kalman filter sets the time constant of how Bchanges with time. In general, the tires will compress and expand atvarious speeds and vehicle loads. Thus, the amount of process noise toinclude is set to have as much as a five minute time constant.

For a heading offset O-parameter, it is necessary to have an absoluteheading estimate from dead-reckoning, in order to estimate thedead-reckoning position change from a set of new left and right wheelturning ticks. This parameter is referred to herein as the DR_heading,

DR_heading=heading offset+sum of all delta-headings.

The heading offset is initially set when the first confident GPS headingis available, e.g., as soon as the GPS receiver moves at a speed above afew meters per second. To initialize,

Heading offset=Heading from last fix

And to update,

DR heading on first update=heading offset+deltaHeading1;

On a second update,

$\begin{matrix}{{{{DR}\mspace{14mu} {heading}} = {{{heading}\mspace{14mu} {offset}} + {{deltaHeading}\; 1} + {{deltaHeading}\; 2}}};} \\{{= {{{heading}\mspace{14mu} {offset}} + {{sum}{\mspace{11mu} \;}{of}\mspace{14mu} {all}\mspace{14mu} {DR}\mspace{14mu} {deltaHeadings}}}};} \\{= {{{heading}\mspace{14mu} {offset}} + {{sumDeltaHeading}.}}}\end{matrix}$

If the sum of all such delta-heading estimates were perfect, then theheading offset would be a fixed constant and would never need to beupdated. But in practice, the heading offset can change fairly rapidlydue to system noise and mis-modeling. Another signal state Kalman filteris needed to continuously estimate heading offset to keep the headingoffset accurate.

The heading offset estimate,O=GPS heading−sumDeltaHeading;

and is blended with all the heading offset estimates according to ameasurement noise model based on a GPS heading error estimate. The timeconstant is set to about five minutes.

In summary, the calibration proceeds as follows in Table-VII,

TABLE VII Calibration Method Summary 1. Form sum of ticks left and ticksright between two confident GPS heading where delta heading from starttime to current time < threshold1 a. Estimate ratio assumTicksRight/sumTicksLeft b. Filter ratio in ratio KF to generatestable ratio 2. If ratio KF is initialized enough a. Integrate compTTbetween two confident GPS headings where delta heading > thresholds andupdate: i. A estimate = deltaGPSheading/compTT ii. Filter A in A KF togenerate stable A b. Every second when GPS speed is enough, form compSTand update: i. B estimate = GPS speed/compST ii. Filter B in B KF togenerate stable B 3. When A KF is initialized enough a. Use the KF Aestimate and use the compTT between two confident GPS headings and itscorresponding compST and update: i. C estimate = (deltaHeadingGPS −A*compTT)/ (A*compTT*(compST − LowSpeedCutOff)) ii. Filter C in C KF togenerate stable C 4. If filtered A, B, C are available, then everysecond form delta heading a. Delta heading = Afilt * compTT * Cfilt b.Update DR delta heading sum = last DR sum delta heading + delta headingi. O estimate = GPS heading − DR delta heading sum ii. Filter O in O KFto generate stable O 5. Finally, form the Dead-reckoning change inposition a. Delta Range = Bfilt * compST b. Update DR heading = Ofilt +DR delta heading sum c. Delta east = delta range * sin (DR heading) d.Delta north = delta range * cos (DR heading) e. Add delta east and deltanorth to last position to update position f. Declare delta east anddelta north the new DR velocity

One embodiment of the present invention comprises a tightly coupled GPSand dead-reckoning navigation software application program for executionas a GPS application in a host computer.

Such is connected to receive measurements from a GPS measurementsplatform (MP) aboard a vehicle with wheels. For example, MP 704 (FIG. 7)aboard vehicle 110 (FIG. 1) with wheels 112, 114, 116, and 118. Thetightly coupled GPS and dead-reckoning navigation software applicationprogram includes an input process for collecting time, fix trigger,Doppler, and pseudorange reports from the GPS measurements platform. AGPS-time to host computer time offset calculation process is used foraligning otherwise asynchronous data generated by the vehicle to GPStime. A least squares snapshot estimate is calculated for position (P),velocity (V), calibration parameters for the wheel radii and ratio (B),delta-heading and delta-range (D), and time based on each new positionfix and GPS system time. A Kalman Filter is included and configured forposition (P), velocity (V), calibration parameters for the wheel radiiand ratio (B), delta-heading and delta-range (D), and time and forprocessing dead-reckoning delta-range, delta-heading, mixed modes, andpropagation.

A continuous mode selection process selects operating in a GPS onlymode, a dead-reckoning only mode, or a mixed mode of both GPS anddead-reckoning, depending on an availability of GPS solutions and wheeldata calibrations. A new fix computation process computes hardwarepreposition data and adjusts a GPS millisecond timer connected to thetime offset calculation process. A buffer processor collectstime-stamped CANbus data related to wheel turning ticks measured by avehicle's wheel transducers. A dead-reckoning calibration Kalman filterprocesses A_(L) and A_(R) calibration parameters for delta-heading/tickdifference for left and right wheels, and B_(L), and B_(R) calibrationparameters for delta-range/tick for left and right wheels, and aheading-offset calibration parameter to translate a sum delta-heading toa known heading reference. A dead-reckoning data processor converts datafrom the buffer processor into delta-range, delta-heading, anddelta-heading sum information for subsequent processing by the KalmanFilter, and includes a dead-reckoning error model. An applicationsprogramming interface (API) outputs new navigation fixes.

The tightly coupled GPS and dead-reckoning navigation softwareapplication program can further include a mode selection process foroperating in one of three modes including GPS receiver only, DR-computeronly, and a mixed mode including both the GPS receiver and theDR-computer. Operation in the GPS receiver only mode results when GPSfixes are available, there are enough consistently available satellitevehicles, and more than two satellite vehicles are being tracked.Operation in the DR-computer only mode results when a GPS fix is notavailable, or less than two satellite vehicles are being tracked. And,operation in the mixed mode results from tests when less than twosatellite vehicles are being tracked, or there are not enoughconsistently available satellite vehicles, and a calibration isavailable and verified. New navigation fixes are thereafter outputthrough the API.

In Summary, Table-VIII describes the parameters for wheel ticks in a CANframe, and Table-X lists the Speed Compensation Parameters to set byAPI.

TABLE VIII Parameters for Wheel Ticks in CAN Frame Parameter nameContents A The parameter to calculate delta-heading B The parameter tocalculate delta-range Ratio Ratio of Left/Right wheel ticks OffsetHeading offset C The speed compensation parameter to adjust A parameter

TABLE IX Speed Compensation Parameters to set by API LIGHT MEDIUM STRONGCoeff1stOrder −18.3 −183.3 −186.0 [ppm/ticks] [ppm/ticks] [ppm/ticks]Coeff2ndOrder 0.000 0.000 −0.186 [ppm/ticks{circumflex over ( )}2][ppm/ticks{circumflex over ( )}2] [ppm/ticks{circumflex over ( )}2]CoeffLSB −30 −30 −30 LowSpeedCutOff 128 128 128 [ticks] [ticks] [ticks]CoeffScaleLimit 85 [%] 75 [%] 60 [%]

Algorithm

A modeling equation for estimating C1 is,

dh=A*(1+C1*(SumT−LowSpeedCutOff))*dT.

rearranging,

C1=(dh−A*dT)/(A*dT*(SumT−LowSpeedCutOff))

Where,

TL: Left wheel ticksTR: Right wheel ticksA: The parameter to calculate delta-headingRatio: Ratio of Left/Right wheel ticks that is estimated for theequation of “Ratio=TL/TR”.SumT: Sum of wheel ticks is defined as “SumT=TL+TR”dT: Difference of wheel ticks is defined as,“dT=(TL−TR)+(1−Ratio)/(1+Ratio)*SumT”.

Although particular embodiments of the present invention have beendescribed and illustrated, such is not intended to limit the invention.Modifications and changes will no doubt become apparent to those skilledin the art, and it is intended that the invention only be limited by thescope of the appended claims.

1. An improved vehicle navigation system, comprising: a GPS receivercarried aboard a vehicle and subject to interruptions of signaltransmissions from orbiting navigation satellites; a DR-computer coupledto the GPS receiver and providing for range and heading informationcomputed by dead-reckoning during periods of said signal interruptions,and such that vehicle navigation solutions and assistance arecontinually available through a screen display to a user; wheel-ticksensors coupled to the DR-computer and providing for rotational datarelated to the turning of individual wheels that carry said vehicle; theimprovement characterized by: an estimate of the true radii of saidindividual wheels; wherein, estimates of the true radii of saidindividual wheels are combined with said rotational data from thewheel-tick sensors to generate change in range, delta-range, and changein heading, delta-heading, information related to movements of saidvehicle; wherein, said delta-range and delta-heading information arepropagated by the DR-computer from absolute position informationperiodically obtained from the GPS receiver, with the dead-reckoningresults alone sometimes being output as vehicle navigation solutions;and wherein, said vehicle navigation solutions and assistance arecontinually made available through a screen display to a user and thatare derived solely from the GPS receiver, solely by the DR-computer, orfrom a mix provided by the GPS receiver and the DR-computer.
 2. Thevehicle navigation system of claim 1, further comprising: a computerprogram for choosing and deriving said vehicle navigation solutionssolely from the GPS receiver, solely from the DR-computer, or from a mixprovided by both the GPS receiver and the DR-computer.
 3. The vehiclenavigation system of claim 1, further comprising: a computer program foroperating in one of three modes including GPS receiver only, DR-computeronly, and a mixed mode including both the GPS receiver and theDR-computer; wherein, operation in the GPS receiver only mode resultswhen GPS fixes are available, there are enough consistently availablesatellite vehicles, and more than two satellite vehicles are beingtracked; wherein, operation in the DR-computer only mode results when aGPS fix is not available, or less than two satellite vehicles are beingtracked, and calibration is available; and wherein, operation in themixed mode results from tests when less than two satellite vehicles arebeing tracked, or there are not enough consistently available satellitevehicles, and a calibration is available and verified.
 4. The vehiclenavigation system of claim 3, further comprising: a programmablepersistent stop bit; a conditional program branch that immediatelyfollows a startup of a GPS measurement hardware, and whose conditionalbranching depends on the status of the programmable persistent stop bit,and that forwards control to said DR-computer only mode if calibrationis available and the programmable persistent stop bit is true, or if theprogrammable persistent stop bit is chaotic that forwards control tosaid GPS only mode when a GPS fix is available.
 5. The vehiclenavigation system of claim 1, further comprising: an automatic processfor the continual calibration of estimates for the true radii of each ofsaid individual wheels, wherein absolute position informationperiodically obtained from the GPS receiver is compared to saidrotational data provided by wheel-tick sensors.
 6. The vehiclenavigation system of claim 1, further comprising: a buffer andtime-stamp process for receiving packets of wheel-tick rotational datareceived from a controller-area network (CAN); and a dead-reckoningKalman filter for estimating and calibrating said wheel-tick rotationaldata from the buffer and time-stamp process.
 7. The vehicle navigationsystem of claim 1, further comprising: an initializing value calculatedto approximate the true radii of each of said individual wheels, andused to provide delta-range, delta-heading, and delta-heading sumestimates for dead-reckoning navigation solutions.
 8. The vehiclenavigation system of claim 1, further comprising: a speed-effectcompensation to adjust estimates of wheel radii.
 9. A tightly coupledGPS, dead-reckoning, and map matching navigation software applicationprogram for execution as a GPS application in a host computer, andconnected to receive measurements from a GPS measurements platform (MP)aboard a vehicle with wheels, comprising: an input process forcollecting time, fix trigger, Doppler, and pseudorange reports from aGPS measurements platform (MP) device mounted aboard a vehicle withwheels; a GPS-time to host computer time offset calculation process foraligning otherwise asynchronous data generated by said vehicle to GPStime; a least squares snapshot estimator for position (P), velocity (V),calibration parameters for the wheel radii and ratio (B), delta-headingand delta-range (D), and time based on each new position fix and GPSsystem time; a Kalman Filter configured for position (P), velocity (V),calibration parameters for the wheel radii and ratio (B), delta-headingand delta-range (D), and time, and for processing dead-reckoningdelta-range, delta-heading, mixed modes, and propagation; a continuousmode selection process for operating in a GPS only mode, dead-reckoningonly mode, or a mixed mode of both GPS and dead-reckoning, depending onan availability of GPS solutions and wheel data calibrations; a new fixcomputation process for computing hardware preposition data andadjusting a GPS millisecond timer connected to the time offsetcalculation process; a buffer process for collecting time-stamped CANbusdata related to wheel turning ticks measured by a vehicle's wheeltransducers; a dead-reckoning calibration Kalman filter for processingA_(L) and A_(R) calibration parameters for delta-heading/tick differencefor left and right wheels, and B_(L), and B_(R) calibration parametersfor delta-range/tick for left and right wheels, and a heading-offsetcalibration parameter that translates a sum delta-heading to a knownheading reference; a dead-reckoning data process for converting datafrom the buffer process into delta-range, delta-heading, anddelta-heading sum information for subsequent processing by the KalmanFilter, and including a dead-reckoning error model; and an applicationsprogramming interface (API) for outputting new navigation fixes.
 10. Thetightly coupled GPS and dead-reckoning navigation software applicationprogram of claim 9, further comprising: a mode selection program foroperating in one of three modes including GPS receiver only, DR-computeronly, and a mixed mode including both the GPS receiver and theDR-computer; wherein, operation in the GPS receiver only mode resultswhen GPS fixes are available, there are enough consistently availablesatellite vehicles, and more than two satellite vehicles are beingtracked; wherein, operation in the DR-computer only mode results when aGPS fix is not available, or less than two satellite vehicles are beingtracked, and calibration is available; wherein, operation in the mixedmode results from tests when less than two satellite vehicles are beingtracked, or there are not enough consistently available satellitevehicles, and a calibration is available and verified; and wherein, newnavigation fixes are thereafter output through the API.